Metallic car-underframe.



PATBNTED 00T. 23, 1906.

- E. I'. DoDns. METALLIC GAR UNDBRPRAMB.

APPLICATION HLED 00T. so, 190s. i 2 sums-snm.' 2.

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NUNrrnn I. DODDS, OE PULLMAN, ILLINOIS,A ASSIGNOR PULLMAN PATENT 'orrronNe. 8e4-005.

speeineetien ef Lettere Patent.

METALLIC' CAR-UND'E RFRAM'E.

Patented oet. 23, 1906;

Application'filed October 30. 1905'IA SerialNof 285.154.

To all may concern.- 13e it known that I, I. Donne, a citizen of theyUnited States', residing at Pullman,y the county of Cook and State ofIllin-ois, have invented certain new and useful Improvements in MetallicCar-Underframes, of which thel following is a specification.

i For* the side sill of a; car I employ in accordanceW-ith my presentyinvention a rectangular metal sheet which has had a flange turned overalong its top edge and a com.h paratively narrow flange folded overlalong the lowered-ge of its central part` and which has been sheare'dupwardly from its botto-m edge, permittin `wide flanges to vbebent overon the lowerl e es of the end portions, the latter being of essdepththan the central part, the eXtray metal, due to the decreased depth,being taken `upin their broad flanges. The lower flanges of the centraland end parts are then.- tied together by a tension-bar .rivetedthereto', the body-holsters resting upon and fastened to the broadflanges: of the terminal. portions, dispensing with the usualangle-plates,y and they needle-beams resting upon the bar and the lowerflange of the central part of the sill and fastened there-tof. Such aconstruction isof comparatively light weight, ec nomical in the cost ofmanufacture,I and a -ords convenient attaching means for the ends of thebody-holsters and needle-beams.

In the accompanying drawin s I 'have illustrated the preferred mechanicaembodiment of my invention,l like reference characters in all thefiguresreferring to the: same parts.

Figure 1 is a side elevation of a portion of a car embodying myinvention. Fig. 2 is a vertical cross-section thereof adjacent to thebody-bolster on line 2 2 of Fig. 1 as viewed in the direction indicatedbyv the arrows.

Fig. 3 is a fragmentary vertical cross-sectionl of the car near theneedle-beam on line 3 3 of f Fig. 1, and Fig. 4 is a fra mentary verticaI flange`14. For the sake of economyinmanufacture a sill of thischaracter is preferably made froma` rectangular sheet of metal byturning over thev top flange 11, shearing the sheet along the parallelvertical lines 15, (of which only one` is shown,) folding overv thebottom flangev 1'2 on the lower edge. of the central portion, and thenbending over the wide lower flanges 14 on the bottom edges of the endparts. -A channel; tension-bar 16|, which has its` flanges exten-deddownwardly l and only half of which is shown in Fig. 1', has

central and end horizontal portions 17 and 18, respectively, andintermediate inclined portions 19, the ywebs of the horizontal portionsbein connected by means of rivets to the lower 'a= es` of the end" andcentral portions of theY sil f, leaving oenspaces*l between inclinedportions19 andi flanges 14,

The car-body includesl side plates- 20, side stakes 21, end plates 22,coping anglebars 23?, floor-plates- 24, and the inside angle-bars 25',`which extend len thwise above the side sills and also across t eends oftheY car, the outer edges of floor-plates 24 being disposed between thean `le-bars 25 and thetop flanges 11 of the side si ls..

Channel body-bolster beams 26y are'secured to theitwin spaced channelcenter sills- 2,7'y by means of an le-plates 28, theouter ends of 'theirintegra-y lower flanges 29' restingv upon the wide flanges 14 of theside sills, being riveted thereto and tothey web.` of thegtensionbar 18,rivets 30 fastening together anglebars 25, floor-plates4 24, flanges111, and top flanges 31 of' the bolster-beams. Needle'- beams 32, withtheir integral top and bottom flanges 33 and 34, respectively, aresimilarly secured to the center sills by means of angleplates 35, rivets36 fastening together anglebars 25, floor-plates 24, and flanges '11 and33, the lower flange 34 resting upon flange 12 and the web oftension-bar 17, rivets 37 securing together flanges 34 and 12 and theweb of the bar and rivets 38 securing together flange 34 and the web ofthe bar. At,-

tentionis directed to the fact that the needle` IOO IOS

My improved: construction embodies side sills which are light inweight,but which nevertheless possess great strength, besides affordingbroad supporting means for the outerl ends of the body-bolstersandneedlebeams. It will be apparent that the channel tension-bar securelyties together the cen-n l much of the disclosure made herein as iscovlered by the claims.

f .I claimv l. A metallic sill for a railway-car having adjoiningrectangular central and end parts,

said central part being of greater depth than said end parts, and a barsecured to the lower portions of said central and end parts, sublsaid.central part being of greater depth than said end parts, and abarsecured to the flanges of said central and end parts, substantially asdescribed.

4. A metallic sill for a railway-car having integral rectangular centraland end parts,

said central part having a flange along its lower edge and said endparts having wider fianges along their lower edges, and a bar secured tothe flanges of said central and end part-s, substantially as described.

5i. A metallic sill for a railway-car having integral rectangularcentral and end parts, said central part being of greater depth thansaid endparts, said central part having a flange along its lower' edge,and said end parts having flanges along their lower edges, the

width of said latter flanges equaling the difn ference in depth betweensaid central and end parts plus the width of the flange on saidcentralpart, substantially as described.

6. A metallic sill for a railway-car having integral yrectangularcentral and end parts, said central part being of greater depth thansaid end parts, said central part having a flange along its lower edgeand each end part having a flange along its lower edge of a widthequaling the difference in depth between said central and end parts plusthe width of the flange on said central part, and a channel-bar whoseweb is riveted to the flanges of said end and central parts,substantially as described.

7. In` a railway-car, the combination of a side sill having a bottomflange along its central part, a bar wider than said flange rivetedthereto, a needle-beam having a bottom flange, rivets securing togetherthe flange of said needle-beam, the fiange of said sill and said bar,and additional rivets securing together the fiange of said needle-beamand said bar, substantially as described.

8. In a railway-car, the combination of a side sill having a bottomflange along the central portion thereof, a channel-bar, the web of saidchannel-bar being wider than said flange-and disposed beneath the same,a needle-beam having a bottom fiange, rivets fastening together theflanges of said needlebeam and sill and the web of said bar, andadditional rivets fastening together the flange of said needle-beam andthe web of said bar, substantially as described.

9. In a railway-car, the combination of center sills, side sills, andneedle-beams fastened to said center sills and side sills, saidneedle-beams being of greater depth at their outer ends than at theirinner ends, substantially as described.

Signed by me at Chicago, Illinois, this 27th day of October, 1905, inthe presence of two witnesses.

ETHAN I. DODDS.

Witnesses FREDERICK C. GOODWIN, VALTER M. FULLER..

